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Sept. 13. 1927, 1,642,571

W. WRIGHT CAR END Filed Jan. 22. 1924` 4 sheetssheet 2 y '1lbwill@ @Mrd M jy; m(

Sept. 13, 1927.

1,642,571 w. WRIGHT I(JAR END Filed Jan. 22, 19,24 `4 sheets-sheet 3 W. WRIGHT CAR END Filed Jan. 22. 1924 Sept. 13, 1927.

Patented Sept. 13, 1927.

UNITED STATES PATENT OFFICE.

WILLIAM WRIGHT, OIE` CHICAGO, ILLINOIS, ASSIGNOR, BY MESNE ASSIGNMENTS, T

CHICAGO-CLEVELAND CAR ROOFING COMIANY, OFGHICAGO, ILLINOIS, A `COR-- PORATION 0F DELAWARE.

, CAR END.

Application ilerd January 272, 1924. Serial No. 687,854.

This invention relates in general to improvements in railway freight cars and more particularly to improvements in the construction of the end walls of such cars. It

` 6 has for its principal objects a. construction of the end framng of the car which Will efficiently resist outward stresses and inward bending when pressure is applied to the end wall as the result of shifting of the cargo in the car and any weaving motion the car may be subjected to; the provision of end wall panels formed to provide attaching surfaceswhich project transversely with respect to the general plane of said panels so as to provide a deeper resisting body; the provision of a panel so formed that the attaching surfaces or flanges will not bend out of their normal position; the provision of an end wall having flanges for attachment to the side of the car which are arranged in a plane substantially longitudinally of the car thereby providing a strengthened and Arigidified attachment at the framing of the car; and such other objects and advantages of the invention as may be found to obtain in the structure hereinafter set forth and claimed.

In the accompanying drawings, forming a part of this specification, and showing a preferred form and manner in which the `invention may be embodied and practiced, but without limiting the claimed invention specifically to such illustrative instance or instances: j

Figure 1 is an end elevational view of a railway car embodying the invention.

Fig. 2 is enlarged detailed and elevational view of part `of one end of a railway car embodying the invention.

Fig. 3 is a side elevational view of the end portion of the side of a car showing a manner of securing the corner post to the side sills. i

Fig.- 4 is a horizontal cross sectional vievi7 taken on the lines 4 4 of Fig. 1.

Fig. 5 is an enlarged detailed horizontal cross sectional view of one corner of the car nas shown in Fig. 4.

Fig. 6 is a vertical cross sectional view taken onthe line 6-6 of Fig. 2.

Fig. 7 is a horizontal cross-sectional view taken on the line 7--7 of Fig. 2.

Referring to the drawings, the framing of the car forming the supporting framework for the end wall consists of metallic anglebar side plates 11, side sills 12, extending longitudinally of the car, and the end angle 13. extending across the car from side sill to side sill and rigidly secured thereto. At the upper part of the car is a relatively heavy pressed steel member 14 of U-shaped cross section which extends Vacross the car from side plat-e to side plate and is provided at its ends with transverselyV bent portions 15 not only alfording rigid fastening means for the side plates but also serving to strengthen the member 14 against buckling. The member 1i .is pressed outwardly at each end at 15 to fit against the web of the adjacent corner post of the car to which the portion 15 is riveted. This member 14 'may be considered the end plate of the car and consists of a. vertical web 16 having a traversely and inwardly extending bottom flange and a outer flange 2G. A wooden strip 27 for nailing purposes is arranged in the channel of each post and the side sheathing 28 may also project into said channel, if desired.

End panels 29 are utilized to form the end wall of the car. Each of these panels consists of a vertically extending web 30 disposed Vbetween flanges 31 that project transversely with respect to said web and are connected to the latter through portions 32 substantially parallel with said web but spaced therefrom by portions 33 which arelinclined transversely to the plane of said web 30, all of said portions and flanges being formed integrally with said weband being pressed out of a flat sheet of meta-l. It will be noted that the web 30 is arranged in a plane between the inner edge 34 of the iianges 31 and the portion 32. To further strengthen and rigidify said panels and to further rigidify said flanges 31 against bending out of their normal positions, the flanges 3l and portions 32 and 33 are deformed in spots by pressing said flanges 3l and portions 32 and 33 inwardly thereby providing abutments between said flanges 3l and said webs 30. The inner edges of the flanges 3l of each alternate panel are further flanged at 36 to engage against the inner edge of a next adjacent panel, thereby providing a smooth or finished surface against the wooden sheathing. The adjacent flanges 3l of adjacent panels 29 are abutted againsty each other as shown in Fig. 4 and are riveted together as at 37 thereby rigidifying said panels and providing' a weather-tight joint. The side flanges 3l adjacent the corner posts are riveted to said corner post flange 25 in a line substantially parallel with the direction of the stresses and thrusts that the ends are subjected to, which provides a stronger fastening than a flat fastening at these points of attachments, that is, a stronger fastening than would obtain were the panels secured to the web of the corner posts. rit their upper ends the webs of the panels are riveted to the web of the member 14 by rivets 38 and the port-ions 82 are riveted at 39 to an end cover plate 40 that extends down below the top edges of the panels and thereby weatherproofs the upper ends of said panels. This cover plate 40 extends up to the roof 41 and is flanged inwardlv at 4Q. Secured to the inside of said cover plate 40 is an angle piece 43 having a flange 44 riveted to the cover plate and an inwardly extending piece 45 fitting over the tops of said panels and riveted at 46 to the top flange of said pressed steel member 14 which rigidly holds said cover plate against buckling. The upper and lower ends of said flanges 3l are cut away as at 47 so that said member i4 at. the top and the end sill angle at the bottom may extend across the car and engage the webs 30 of said panels.

At their lower edges, said panel webs 30 are riveted at 48 to the end sill angle and as the floor of the car is carried out beyond said end sill angle a weather-tight joint is obtained at the floor of the ear. 49 indicates the usual push pole pockets riveted at 5l to the webs 30 and the end sill angle and riveted at 52 to the outer flange of the corner posts. 53 is the usual tie brace that ties the corner posts to the side sills.

At the center of the end just back of th-e coupler 54 is provided an angle piece 55 riveted to the floor and to the panels to strengthen the panels where they are subj ected to bufling and pulling strains.

From the foregoing description it will be apparent that the end construction is so arranged, rigidifled and strengthened that all parts subjected to the greatest strains are given a beam eect and the danger ofthe side plates or end plates collapsing or bending is avoided by the cooperative arrangement of the parts which so act together as to strengthen each other under diversified strains.

rlhe invention as hereinabove set forth is embodied in a particular form of construction but may be variously embodied within the scope of the claims hereinafter made.

I claim:

l. ln combination with corner posts, end plate and end sill: a plurality of vertically extending paneled girder plates rigidly secured at their upper ends to the end plate and at their lower ends to said end sill, the girder plates adjacent to the corner posts each having a flange extending transversely to its body, and said flanges being disposed between and rigidly secured to said corner posts.

2. In combination with the side sills and side plates, the end plate, end sill angle and corner posts forming a rigidified end frame of the car, vertical panel beams secured at their upper ends to said end plate and at their lower ends to said end sill angle, each panel having side flanges connected with the body of the panels by a portion arranged parallel with said body and a portion arranged obliquely to said body, portions of said oblique and parallel portions being pressed in to maintain said flanges from bending, the main body of said panels being in a plane betweenv the inner and outer edges of said flanges, the flanges of adjacent panels being secured together to form a weathertight joint, and the flanges adjacent to the corner posts being rigidly secured thereto.

3. ln combination with the end plate, end sill, corner posts, side plates and side sills: vertical panel beams rigidly secured at their upper ends to the end plate and at their lower ends to the end sill, each side of said panels'being bent out iardly and obliquely and then bent substantially parallel with the body of the panel, said parallel portion terminating in an inwardly directed flange right-angularly disposed with respect to said panel body and the inner edge of said flange terminating back of said panel body.

4. In combination with the end plate, end sill, corner posts, side plates and side sills: vertical panel beams rigidly secured at their upper ends to the end plate and at their lower ends to the end sill, each sid-e of said panels being bent outwardly and obliquely and then bent substantially parallel with the body of the panel, said parallel portion terminating in an inwardly directed flange right-angularly disposed with respect to said panel body and the inner edge of said flange terminating back of said panel body; portionsof said oblique and parallel portions and said flange being inwardly pressed to rigidify said flange.

5. In combination with the framing of the end of a railway car: a plurality of panelcd beams forming the end wall of the car, said panels comprising a main body and edge flanges, the said edge flanges having transversely extending depressions for rigiditying said flanges.

G. In combination with the framing of the end of a railway car: a plurality of paneled beams forming the end wall of the car, said panels comprising a web and outwardly extending obliquely arranged edge portions terminating in flanges substantially normal to said web the said flanges constituting faces adapted to be secured to similar flanges of' adjacent panels.

7. In combination with the framing of the ends of a railway car: a plurality of paneled beams forming the end wall of' the car, said panels comprising a web and outwardly extending obliquely arranged edge portions terminating in flanges extending transverse ly to said web, portions of said oblique por tions and said flanges being deformed to rigidity said edges of the panel.

8. In combination with the framing of the end of a railway car: a plurality of paneled beams forming the end wall of the car, said panels comprising a web and outwardly extending obliquely arranged edge portions terminating in a lateral portion, said lateral portion terminating in a flange disposed at an angle to said web and extending back of the main body of the panel.

9. In combination with the framing of the end of a railway car: a plurality of panelcd beams forming the end wall of the car, said panels comprising a web and outwardly extending obliquely arranged edge portions terminating in a lateral portion, said lateral portion terminating in a flange disposed at an angle to said web and extending back of themain body of the'panel; said oblique and lateral portions and said flange being deformed in spots to rigidify said panels.

l0. In combination, side plates, side sills, corner posts, end sill and end plate, said end plate having a web and upper and lower flanges, said end plate being secured at each end to said side plates, metallic panels extending vertically, said panels consisting of a web and outwardly protruding sides, said sides consisting of a portion oblique and a portion parallel with respect to said web, said parallel portion terminating in a flange forming an angle with said web, the flanges of adjacent panels being rigidly secured together', and the flanges adjacent the corner posts being rigidly secured thereto, the portions of said flanges at their upper and lower ends being cut away, said end sill angle having a vertical portion extending across the car and riveted to said panel webs and passing through the cut away portions of the flanges, the bottom of said end sill angle being secured on the floor of the car which extends beyond the outer surfaces of said panels, the end plate passing through the cut away portions at the upper end of said flanges and the web of said end plate being riveted to the webs of said panels, an end cover plate having a depending portion weather-proofing the outer top edges of said panels and an angle plate secured to said end plate and to said end cover plate.

ll. An end construction for railway cars comprising, in combination: side plates, an end plate having a web and top and bottom flanges, the ends of said end plate being riveted to said side plates, side sills, corner posts and an end sill, vertically extending metallic panels having a we and side flanges, said web and side flanges being connected by a deformed portion, the upper and lower edge of said flanges being cut awayl to receive the end plate and end sill respectively which extend across the car and are riveted to the webs of the panels, a metal end cover plate secured over the top of said panels, said cover plate having a depending portion weather-proofing the upper edges of said panels, said end cover plate and end plate being secured together by an angle piece, wooden nailing strips secured vertically to the webs of said panels and horizontally extending match boards secured thereto.

In testimony whereof I have hereunto set my hand.

WILLIAM WRIGHT. 

